Universal drive mechanism



Feb; 8, 1938.

v c. E. swENsoN UNIVERSAL DRIVE MECHANISM Filed April 9, 1936 l atented Feb. 8, 1938 PATENT OFFICE 2,107,721 UNIVERSAL DRIVE. MECHANISM Carl E. Swenson, Rockford, Ill., assignor to Borg- Warner Corporation, Chicago, 111., a corporation of Illinois Application April 9, 1936, Serial No. 73,444

2 Claims.

This invention relates to universal joints, and more particularly to improved means for connecting the yoke or terminal member of a universal joint to a transmission shaft.

An important object of. the invention is to provide a generally improved universal joint and drive shaft construction wherein the vibration due tomisalignment is materially reduced.

' Another object is the provision of universal joint and drive shaft construction having a slip joint wherein the center of mass of the drive shaft connection member is closer to the center of the joint than has heretofore been possible. I have also aimed to provide a construction of the class described having improved balance and improved. lubrication characteristics.

A further object of the invention is to provide a construction in which the'unbalanced mass is materially reduced.

Other objects and advantages will become apparent from the following description and the "accompanying drawing, in which Figure 1 is a fragmentary view partly in section showing my invention;

' Fig. 2 is a view similar to Figure 1 showing a universal joint and transmission shaft of the "same size and design as that shown in Figure 1, wherein the slip joint is made according to the teachings of the art; a

I Fig. 3 is a view similar to Figure 1 with the drive tube shown in section, and i Fig. 4 is a View similar to Fig. 2showing only the drive tube in section.

Referring to the drawing, the numeral 6 designates a drive tube of conventional design as used in automotive construction. The numeral 1 indicates the spider or intermediate transmis- "sion member of a universal joint of the automotive type. The numeral 8 designates a bearing 40 for the spider adapted to be attached to a yoke or terminal coupling member not shown, while the numerals 9 and I l designate-bearing members 55 endof the bore I4 is closed by a metal insert I1 having a small opening l8 positioned on the axis of rotation of the yoke.

A cylindrical sleeve l 9 surrounds the yoke portion l3 and is provided with splines 2| on its inner surface complemental to the splines l on the portion l3. The sleeve I9 is of sufficient length to extend a substantial distance along the length of the yoke portion l3, and is preferably as long as other factors will permit so as to obtain maximum bearing surface as between the sleeve and the portion l3 and the sleeve and the tube 6, as will presently appear. The sleeve I9 is of such outer dimensions as to be closely received in the end of the tube 6 as shown in Figure 1, and to extend therein through a major' portion of its length, the tube being attached to the sleeve H! by means of a weld indicated generally at 22, the attachment being such that the longitudinal axisof the sleeve will as nearly as possible coincide with the longitudinal axis of the tube 6. A seal 23 of cork, felt or similar material is held in position by an annular retainer 26 attached to a flange 25 carried on the exposed end of the sleeve l9. This seal wipes against the inner cylindrical part of the portion I3 to pre vent the loss of lubricant.

A dam is positioned in the tube 6 adjacent the outer end of the yoke portion l3, and comprises a pair of plates 26 and 21 suitably fastened together, the plate 26 having projections 28 for spacing the plates apart to provide a thin space 29 between the central portion of the plates. The plates are outwardly flared along their annulus as shown at 3| and 32 to provide an annular recess for the reception of a ring-like seal 33' of cork or other similar material having similar resiliency and capable of sealing the junction between the dam and the inner surface of the tube. The seal 33 has a channel 34 adapted for the reception of a fitting 35 which passes through the wall of the tube to supply lubricant to the space 29. The plate 21 has a small opening 36 located substantially upon'the axis of rotation for the passage of lubricant into the space between the plate 21 and the insert l1. Thus lubricant is supplied to the cooperating splines I5 and 2| through the fitting 35, the lubricant passing through the opening 34, the space 29 and the opening 36. The opening l8 of the insert l'l prevents an excess of lubricant from being charged into the space forward of the plate 21 to an extent such that sufficient pressure is developed to move the dam in the tube 6, the excess of lubricant passing through the opening l8. Any lubricant remaining in the space 29 between the plates is thrown out through the fitting 35 when the tube is put into rotation, the space 29 being made very small so as to reduce the amount of this lubricant to a minimum. The lubricant is then trapped in the space between the plate 21, the insert I! and the dam 23 together with the parts bordering the space,'since the openings 36 and I8 lie substantially on the writer of rotation.

The manifold advantages of my improved construction will be apparent from a comparison of Figs. 1 and 3 with Figs. 2 and 4, respectively. The problem With which this invention is largely concerned involves the difiiculty of connecting the universal joint with the transmission shaft in such manner that the axis of rotation of the two will coincide. In actual practice it isimpossible to make the two coincide. However, the greater the divergence of these two axes the greater will be the amountbf vibration due to this unbalanced condition. However, I have found that this difficulty may be largely overcome by remedying certain difficulties heretofore inherent in this type of construction. One of the causes for the difficulty is illustrated in Fig. 4 in which the condition is somewhat exaggerated. In this construction a stub shaft indicated generally by the numeral 36 carries splines 31' on its forward end cooperating with splines 38 on the inner surface of the yoke portion l3, the tube end of the shaft stub having a flange 39 and'a portion 4| adapted to be received in the end of the tube 6. It will be seen that the portion 4| is of relatively short length, and this length must be maintained relatively short in order to keep down the weight of the construction as well as the distance between the end of the tube and the joint. It will be observed that because of this relatively short length it becomes difficult as a matter of practice to weld the shaft stub 36 into the end of the tube so that they are in absolute alignment. In Fig. 4 I have shown a misalignment wherein the line 42 represents the axis of rotation of the tube 6, whereas the line 43 represents the axis of rotation of the shaft stub 36. The line 44 represents the axis of rotation of the composite shaft and joint. From this it will be seen that as the tube and joint turn they have not only a movement of rotation, but also a movement of revolution about the axis 44.. From an examination of Fig. 3 it will be seen that with the same error, that is, the same gap between the end of the sleeve l9 and the wall of the tube 6 at. 45, as exists between the end of the portion ll/and the inner wall of the tube 6 at 45,

the difierence in angularity between the lines 52,. 43, and 44 becomes markedly less. In Fig. 4 the run-out, due to misalignment, is represented by the distance 41, whereas in Fig. 3 the run-out is indicated by the numeral 48. The two figures thus show in a striking manner the results accomplished by the applicants inven- Because of the greater length of the sleeve. l9, the sleeve may be welded into the end of the tube with greater accuracy, thereby bringing the axis of rotation of the sleeve I9 and of the .thereby reducing the amount of runout even though the misalignment between these parts isthe same.

that the distance from the center of the joint to the center of the mass of the shaft sleeve in Figure 1 is 5%, whereasthe distance between the center of the joint and the center of mass of the construction shown in Fig. 2 is 5 5. It will be seen that I am enabled to reduce this distance below any possible reduction employing the construction shown in Fig. 2 because of my improved construction. The result of this reduction in the mass and the reduction in the distance from the joint to the center of massof the tube connection may be illustrated numerically as follows: The minimum weight of the stub shaft 36 in a construction made in accordance with Fig. 2 has. been found to be about 2.1 points and the center of this mass is 5 from the center of the joint, which when multiplied together, give a factor of 10.56, whereas the weight of the sleeve [9 of Fig.2 is .67 point, which multiplied by the distance 3%" gives a factor of 2.45. Thus the figures 2.45 and l0 .56 indicate the ratio of unbalance which tends to cause bending of the tube upon rotation thereof as a result of equal amounts of misalignment.

The significance of these figures is still more apparent when it is realized that the construction must be such as to permit longitudinal movement between the tube 6 and the yoke 12 so that centrifugal force may bend or spring the parts so as to increase the amount of misalignment at high motor speeds. 7

It will thus be apparent, that I have provided a construction whereby 'more. accurate alignment is obtained, and also whereby the effect of of misalignment is maon the outer portion of its exterior side Wall and r with a smooth cylindrical surface on the inward portion thereof, a, sleeve telescopically disposed over saidsplin-ed tubular portion of said terminal member and a portion of the said smooth outer surface thereof, said sleeve being relatively thin walled and formed on the outer portion of its inner side wall'with splines engageable with said first named splines, said sleeve having a smooth outer wall of uniform diameter, a torque tube having one, end fashioned with an interior wall conformingin contour and size to said smooth outer wall of said sleeve and telescopically dis;- posedover said: sleeve and-providing a tight fit tnerewiththroughout the entirelength of said sleeve, means fixing the end of said torque tube ' to said sleeve, and a packing ring carried by the inner end of said sleeve and engaging the said smooth outer surface portion of the tubular portion of said terminal member I 2. Auniversal drive mechanism, of the type described, comprising, a universal joint assembly having a terminal coupling member, said member having a relatively thin walled tubular portion of relatively low. mass formed with splines {on the outer portion of its exterior side wall and with a'smooth cylindrical surface on the inward portion thereof, a sleeve telescopically disposed over saidsplined tubular portion ofsaid terminal 15,

member and a portion of the said smooth outer surface thereof, said sleeve being relatively thin walled and formed on the outer portion of its inner sidewall with splines engageable with said first named splines, said sleeve having a smooth routerwwall of-uniform diameter, a torque tube 3 having a relatively thin sidewall and of substantially-uniform diameter throughout its length,

one end of said tube being fashioned with an interior wall conforming in contour and size to said smooth outer wall of said sleeve and telescopioally disposed over said sleeve to provide a tight fit therewith and to leave a portion of said sleeve at its inner end exposed, a ring fitted over said sleeve and abutting the said end of said I torque tube, common means fixing said end of l the terminal member, and means carried by said torque tube for admitting lubricant between the opposed and splined portions of said sleeve and said terminal member.

' CARL E. SWENSON. 

